ESE's works engine tuner

[TZ350]

Thats quite a lot of pies

Or dinners at the RSA .... we don't need to diet now

[crazy man]

here is another pic of the sidecar for the poll

[husaberg]

here is another pic of the sidecar for the poll

Fuel tank in frame Cool but where is the gear lever?

Or dinners at the RSA .... we don't need to diet now

Like you allude to The bike is only half the equation

Moto3 Class The 125 cc class was replaced in 2012 by the Moto3 class. This class is restricted to single-cylinder 250 cc four-stroke engines with a maximum bore of 81 mm (3.2 inches). The minimum total weight for motorcycle and rider is 148 kg (330 lb).

For some reason i thought there was already a minimum rider weight far before that?
All i know is Dirk Raudies was about 49kg and 5.4" others were probably smaller.
Rich and Budha and Me amonst others are a little more generously proportioned

[crazy man]

Attachment 275910

Following the less is more principle for race winning power and reliability, Chambers is going for the old school approach.

is that the new wobbly pipe on it ?

[speedpro]

Attachment 275911

My super performance CVT bits turned up today

One end needs to be flipped over to match up in operation if it's anything like my CVT. With the CVT you won't need to sweat over the powerband, the CVT will take care of it.

[TZ350]

All i know is Dirk Raudies was about 49kg and 5.4" others were probably smaller. Rich and Budha and Me amonst others are a little more generously proportioned

The difference between Rick52 and his bike and me and the Beast is nearly 60kg, try lifting 60kg and one pretty quickly realises that I am on a hiding to nothing.

[TZ350]

I thought it was obvious.

Nope, well yes, but it took me a while as the HP God had me distracted.

[richban]

The difference between Rick52 and his bike and me and the Beast is nearly 60kg, try lifting 60kg and one pretty quickly realises that I am on a hiding to nothing.

No no no Rob. I have the same weight disadvantage and have come out on top quite a bit. I put it down to momentum. Once that 200kg of man and machine are rolling its like a run away train. Trick is to not use the brakes as much and keep it pinned. Also its harder to get flung off when you are crushing the poor thing under you.

[Yow Ling]

No no no Rob. I have the same weight disadvantage and have come out on top quite a bit. I put it down to momentum. Once that 200kg of man and machine are rolling its like a run away train. Trick is to not use the brakes as much and keep it pinned. Also its harder to get flung off when you are crushing the poor thing under you.

Well said, should be my new mantra, now just need to teach my brain not to be such a scaredy cat

[Buddha#81:Me]

No no no Rob. I have the same weight disadvantage and have come out on top quite a bit. I put it down to momentum. Once that 200kg of man and machine are rolling its like a run away train. Trick is to not use the brakes as much and keep it pinned. Also its harder to get flung off when you are crushing the poor thing under you.

Pah 200kg...........fooken liteweight! That must mean me and pumba have the most planted buckets in the country?

[rgvbaz]

[QUOTE=wobbly;1130461375]

Having a 5000 rpm wide useable powerband from 8500 to 13500 is in fact alot EASYER to build, than having to design for a much higher bmep, to achieve the same power from 6500 to 11500.
QUOTE]



On the usable powerband width.
In terms of change in roadspeed for the 5000 rpm width powerbands , 8.5 - 13.5rpm V's 6.5 - 11.5 rpm, the 6.5 - 11.5 rpm is actually wider if the bike was geared to give the same speed at max rpm of each powerband.
From John Bradleys book:
road speed (mph)= (rpm* radius of wheel (inch))/ (168.1* gear ratio)

Assume wheel radius = 11.8 inch the 13500 rpm upper powerband limit engine I assumed a overall gear ratio of 20:1. To get the same speed( mph) for the engine with 11500 rpm upper powerband limit we need to change the gearing:

11500/13500 = 0.852
0.852*20(8.5 - 13.5 rpm gear ratio) = 17.04:1

At 13500 rpm speed (mph) = (13500*11.8)/(168.1*20) = 47.4 mph

At 11500 rpm speed (mph) = (11500*11.8) / (168.1 * 17.04) = 47.4 mph

At the start of the usable powerbands the speed would be:

At 8500 rpm speed (mph) = (8500*11.8)/(168.1*20) = 29.8 mph
At 6500 rpm speed (mph) = (6500*11.8)/(168.1*17.04) = 26.8 mph

So for 6.5 to 11.5 rpm usable powerband you have a range of (47.4 - 26.8) = 20.6mph for a change in 5000 rpm
For 8.5 to 13.5 rpm usable powerband you have a range of (47.4 - 29.8) = 17.6 mph for a change in 5000 rpm

You can also work out by dividing the end rpm by the start rpm to give you the range of the powerband:

13500/8500 = 1.588
11500/6500 = 1.769 as you can see the lower rpm powerband has a greater range.

Note:
47.4 mph/1.588 = 29.8 mph 47.4 mph/1.769 = 26.8 mph

But as Wobbly says you probably can't get the power you need from a 2T with the lower of the 2 rpm ranges so you are actually stuck with the 8.5 to 13.5 range.

However I think this is where the 4Ts have an advantage as there rpm spread may be the same as the 2Ts but as it is powerband is at lower rpms the effective powerband is wider.

Cheers

Dave

Also it's a good way of working out rpm drops for gearing
Eg, my AM6 has the following gearbox ratios and range between each ratio:

To work out the range between each ratio divide lower gear by next gear up eg:
1st to 2nd = 3/2.06 = 1.45 2nd to 3rd = 2.06/1.53 = 1.35 etc...

AM6
Ratio Range
1st 3
2nd 2.06 1.45
3rd 1.53 1.35
4th 1.23 1.24
5th 1.04 1.18
6th 0.96 1.09

So if you change gear at 13000 rpm the drop is the change rpm divided by the range of the internal ratios
for 1st to 2nd the rpm would drop to 13000/1.45 = 8965 rpm
2nd to 3rd 13000/1.35 = 9630 rpm
3rd to 4th 13000/1.24 = 10484 rpm
4th to 5th 13000/1.18 = 11017 rpm
5th to 6th 13000/1.09 = 11927 rpm
I find it a quick way to assess a power range of a engine curve to the gearbox of the engine.

[TZ350]

Having a 5000 rpm wide useable powerband from 8500 to 13500 is in fact alot EASYER to build, than having to design for a much higher bmep, to achieve the same power from 6500 to 11500.

But as Wobbly says you probably can't get the power you need from a 2T with the lower of the 2 rpm ranges so you are actually stuck with the 8.5 to 13.5 range. However I think this is where the 4Ts have an advantage as there rpm spread may be the same as the 2ts in terms of rpm but at lower rpms so the effective powerband is wider.

I hadn't thought about the effective power spread in terms of road speed, thank you for pointing it out. Looks like I will have to aim for 6-7k rpm now, it doesn't get easier does it.

[husaberg]

Cheers

Dave

Also it's a good way of working out rpm drops for gearing
Eg, my AM6 has the following gearbox ratios and range between each ratio:

To work out the range between each ratio divide lower gear by next gear up eg:
1st to 2nd = 3/2.06 = 1.45 2nd to 3rd = 2.06/1.53 = 1.35 etc...

AM6
Ratio Range
1st 3
2nd 2.06 1.45
3rd 1.53 1.35
4th 1.23 1.24
5th 1.04 1.18
6th 0.96 1.09

So if you change gear at 13000 rpm the drop is the change rpm divided by the range of the internal ratios
for 1st to 2nd the rpm would drop to 13000/1.45 = 8965 rpm
2nd to 3rd 13000/1.35 = 9630 rpm
3rd to 4th 13000/1.24 = 10484 rpm
4th to 5th 13000/1.18 = 11017 rpm
5th to 6th 13000/1.09 = 11927 rpm
I find it a quick way to assess a power range of a engine curve to the gearbox of the engine.

Bert (i think it was you wasn't it Brent) has an most excellent Excel spread sheet program he will post if we ask him nicely..........

[rgvbaz]

I hadn't thought about the effective power spread in terms of road speed, thank you for pointing it out. Looks like I will have to aim for 6-7k rpm now, it doesn't get easier does it.

Sorry, Have just edited above post so it reads a little better. Maybe I should do it before posting


For our am6 racer at kart tracks here in the UK we have a effective powerband range of 13500/9000 = 1.5

[Bert]

Bert (i think it was you wasn't it Brent) has an most excellent Excel spread sheet program he will post if we ask him nicely..........

Yip.

(placeholder when I find where I put it)..... go down one post, husaburg found it faster than me....

Also:
http://www.gearingcommander.com/
This is useful if you don't know the ratios for your engine. it is a great resource.